Automated storage and retrieval system with detector for detecting items extending beyond dimensional threshold

ABSTRACT

A method and apparatus are provided for sorting or retrieving items to/from a plurality of destinations areas. The items are loaded onto one of a plurality of independently controlled delivery vehicles. The delivery vehicles follow a path to/from the destination areas that are positioned along the path. Along the path, the vehicles are scanned to determine if any item on the vehicles extends beyond a dimensional constraint. If it is determined that an item on a vehicle extends above the pre-determined threshold, the vehicle is controlled, such as by stopping or re-directing the vehicle. Once at the appropriate destination area, an item is transferred between the delivery vehicle and the destination area.

PRIORITY

This application is a continuation of co-pending U.S. patent applicationSer. No. 16/743,534, filed Jan. 15, 2020, which is a continuation ofU.S. patent application Ser. No. 15/668,380 filed Aug. 3, 2017, nowissued as U.S. Pat. No. 10,589,930. This application also claims thebenefit of U.S. Provisional Patent Application Ser. No. 62/370,912 filedon Aug. 4, 2016. The entire disclosure of each of the foregoing patentapplications is hereby incorporated herein by reference.

TECHNICAL FIELD

This disclosure relates to material handling systems for conveying oneor more objects from a first location to a second location and, moreparticularly, to material handling systems in which one or moredimensional constraints are imposed along a conveying path.

BACKGROUND

Sorting and retrieving items to fill a customer order can be laboriousand time consuming. Many large organizations have extensive storageareas in which numerous and diverse items are stored and/or from whichthey are retrieved. Sorting and retrieving items from the hundreds orthousands of storage areas requires significant labor to performmanually. In many fields, automated picking has developed to reducelabor cost and improve customer service by reducing the time it takes tofill a customer order. However, the known systems of automaticallyhandling the materials are either very expensive or have limitationsthat hamper their effectiveness. Accordingly, there is a need in avariety of material handling applications for automatically storingand/or retrieving items.

By way of illustrative example, some automated systems utilize aconveying system that includes a plurality of independently operatedvehicles. Problems arise in such conveying systems if items beingconveyed by the vehicles overhang the edges of the vehicles or extendupwardly above a certain height.

Additionally, automated systems may include a picking station where aworker picks items from the vehicles. If a vehicle moves away from thestation while the workers picking an item, damage to the item on injuryto the operator may occur. Therefore, it is desirable to prevent avehicle from advancing away from the picking station while the operatoris picking an item.

SUMMARY OF THE INVENTION

In light of the foregoing, a system provides a method and apparatus forhandling items. The system includes a plurality of storage locations ordestination areas, and a plurality of delivery vehicles for deliveringitems to or retrieving items from the destination areas. The deliveryvehicles follow paths to the destination areas.

According to one aspect, the present invention provides a materialhandling system having a plurality of destination areas, a plurality ofvehicles, a controller and means for detecting whether an item on one ofthe vehicles extends beyond a predetermined dimensional threshold.According to one embodiment, the dimensional threshold may be the heightabove the vehicle.

The vehicles may be for delivering items to the destination areas orretrieving items from the destination areas.

The vehicles may travel along a path.

The controller may be operable to control movement of the plurality ofvehicles.

The means for detecting may be positioned adjacent the path on which thevehicles travel.

The means for detecting may be operable to create a depth data setrepresentative of a three-dimensional representation of a target area.

The controller may control operation of the vehicle in response to themeans for detecting determining that an item projects beyond thedimensional threshold.

According to another aspect, the present invention provides materialhandling system having a plurality of destination areas, a plurality ofvehicles and a detection assembly for detecting whether items extendbeyond a predetermined dimensional threshold.

The detection assembly may be positioned adjacent the path on which thevehicles travel.

The detection assembly may include an emitter for projecting a lightsource onto one of the vehicles when the vehicle is at a location alongthe path.

The detection assembly may also include an imaging element configured todetect the light projected onto the vehicle.

The system may also include an image processor configured to receiveimage data from the detection assembly to determine the height thatelements on the vehicle project above the vehicle.

The system may be configured to alter movement of the vehicles inresponse to the image processor determining that an item projects beyondthe pre-determined dimensional threshold.

According to yet another aspect, the present invention provides a methodfor storing or retrieving items. The method includes the steps ofcontrolling movement of vehicles to deliver items to destination areasor to retrieve items from the destination areas. The method alsoincludes the step of detecting whether an item on one of the vehiclesextends above a pre-determined dimensional threshold. According to oneembodiment, the dimensional threshold may be the height above thevehicle.

The step of detecting may comprise the step of creating a depth data setrepresentative of a three-dimensional representation of a target area.

The step of controlling the movement of the vehicles may comprise thestep of controlling the vehicles in response to detecting that an itemprojects beyond the pre-determined dimensional threshold.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing summary and the following detailed description of thepreferred embodiments of the present invention will be best understoodwhen read in conjunction with the appended drawings, in which:

FIG. 1 is a perspective view of a sorting and retrieving apparatus;

FIG. 2 is a fragmentary enlarged perspective view, illustrating apicking station of the sorting and retrieving apparatus illustrated inFIG. 1;

FIG. 3 is a fragmentary enlarged end view of the picking stationillustrated in FIG. 2;

FIG. 4 is an enlarged plan view of the picking station illustrated inFIG. 2;

FIG. 5 is enlarged plan view of the picking station illustrated in FIG.2;

FIG. 6 is an enlarged fragmentary perspective view of a detectionassembly for detecting items that extend beyond a pre-defined boundary,which may be used with a sorting and retrieving apparatus such as theone depicted in FIG. 1 in accordance with one or more embodiments;

FIG. 7A is a perspective view depicting the determination of a baseplane and reference plane in 3D space, following the location ofreference points on an item supporting surface of a conveyor, accordingto embodiments consistent with the present disclosure;

FIG. 7B is a flow diagram depicting a method for operating a materialhandling system based on whether or not an over-height condition (orother dimensional constraint violation) is detected, according to one ormore embodiments;

FIG. 7C is the height detection analysis of a delivery vehicle at thepicking station illustrated in FIG. 2;

FIG. 8 is a side view of a track system for use in a sorting andretrieving apparatus such as the apparatus illustrated in FIG. 1,according to one or more embodiments;

FIG. 9 is an enlarged fragmentary perspective view of a portion of thetrack of the track system illustrated in FIG. 8;

FIG. 10 is an enlarged view of a wheel of the delivery vehicle, shown inrelation to the track of the track system of FIGS. 8 and 9;

FIG. 11 is a top perspective view of an embodiment of a deliveryvehicle, which may form part of the sorting and retrieving apparatusillustrated in FIG. 1;

FIG. 12 is an enlarged perspective partially broken away of a pickingstation illustrated in FIG. 2; and

FIG. 13 is a diagrammatic side view of an over-height detector of theapparatus illustrated in FIG. 1.

DETAILED DESCRIPTION

Referring now to the figures in general and to FIG. 1 specifically, amaterial handling apparatus adapted to store and/or retrieve items isdesignated generally 10. The apparatus 10 includes a conveyor networkfor transporting items along a conveying path between a first locationand a second location. In some embodiments consistent with the presentdisclosure, the first location is a storage location selectable fromamong a plurality of storage locations 100 and the second location is anarticle transfer station 310 where items may be picked, sorted and/ortransferred from or to receptacles (“totes”) 15. The conveyor networkmoves items (or totes which contain items) along the conveying path. Aconveying network according to one or more embodiments may include oneor more belt conveyor(s), one or more roller conveyor(s), and/or one ormore article transporting appliances or vehicles adapted to grip,support, and/or move the items or totes along at least a portion of theconveying path and, optionally, into or out of the conveying path. Atone or more points along the conveying path, there may be a dimensionalconstraint such as a maximum height and/or width clearance. Embodimentsconsistent with the present disclosure are directed to systems andmethods for determining whether one or more dimensional constraints aresatisfied, and for initiating appropriate action when, for example, anitem or stack of items violates a dimensional constraint.

In some embodiments, the conveyor network includes a plurality ofdelivery vehicles or cars 200. The cars 200 are independently movablerelative to one another, and each is arranged to deliver items to and/orretrieve items from, any of a plurality of storage locations 100proximate the conveying path. One or more retrieved item(s) may besubsequently delivered, by any of the cars 200, to an article transferstation 310 for transfer from the car to an intermediate or finaldestination. Following a transfer of items, a car may return to astorage area to deliver, for storage, any items not transferred, atwhich point the car may advance to another storage area to obtain thenext item(s) to be retrieved. In other embodiments consistent with thepresent disclosure, items being delivered to and/or from a storagelocation may be moved along at least some portions of the conveying pathby another element of a conveyor network, such as a belt conveyor, aroller conveyor, or some other structure adapted to grip and/or supportthe items themselves or totes containing the items. Where the conveyornetwork includes vehicles 200, portions of the conveying path may betrackless. Alternatively, or in addition, all or part of the conveyingpath may comprise a track that guides the vehicles 200. For instance,the track may include horizontal track portions, such as horizontaltrack portion 135, and vertical track portions, such as vertical trackportion 130, which collectively form a vertical loop as illustrated inFIGS. 8-12. However, it should be understood that the configuration ofthe track may vary depending on the application and as noted above, thesystem may guide the vehicles without the need of a track. For example,the vehicles may travel along the ground and the system may control thedirection of travel for each vehicle along the ground independently tosteer each vehicle along a designated path.

The track 110 illustrated in FIGS. 8-12 has a horizontal upper rail 135and a horizontal lower rail 140, which operates as a return leg. Anumber of parallel vertical track legs 130 extend between the upper railand the lower return leg. In the present instance, the storage areas 100are arranged in columns between the vertical track legs 130.

As shown in FIGS. 8 and 12, the output station 310, comprises a pickstation that has a curved track 315 that curves outwardly from the arrayof bins so that totes carried by the cars are readily accessible to theoperator. After leaving the picking station, the car travels upwardlyalong two pairs of vertical tracks legs and then horizontally along twoupper tracks 135. The car 200 travels along the upper rail until itreaches the appropriate column containing the storage area for the itemthat the car is carrying. Referring to FIG. 9, the track 110 may includegates 180 that direct the car 200 down the vertical legs and the car maystop at the appropriate storage area. The car 200 may then discharge theitem into the storage area.

After discharging the item, the car 200 may travel to a second storagelocation to retrieve the next item to be transported to the pickingstation. After retrieving the item, the car 200 may travel down thevertical legs 130 of the column until it reaches the lower rail 140.Gates may direct the car along the lower rail, and the car may followthe lower rail to return to the pick station 310 to deliver anotheritem.

The cars 200 are semi-autonomous vehicles that each may have an onboardpower source and an onboard motor to drive the cars along the track 110.The cars may also include a loading/unloading mechanism 210, for loadingitems onto the cars and discharging items from the cars.

Since the system 10 includes a number of cars 200, the positioning ofthe cars is controlled to ensure that the different cars do not crashinto each other. In one embodiment, the system 10 uses a centralcontroller 450 that tracks the position of each car 200 and providescontrol signals to each car to control the progress of the cars alongthe track. The central controller 450 may also control operation of thevarious elements along the track, such as the gates 180. Alternatively,the gates may be actuated by the cars 200.

Referring to FIG. 1, the system may include an array of destinationareas or storage locations 100 for receiving items. The storagelocations 100 may be arranged in columns. Additionally, the system 10may include a track 110 for guiding the cars 200 to the storagelocations 100. In the following description, the system is described asdelivering and/or retrieving items to and from storage areas 100. Theitems may be configured so that an individual item is stored at astorage location. However, in a typical operation environment, the itemsare stored in or on a storage mechanism, such as a container orplatform. For instance, the items may be stored in a container, referredto as a tote. The tote may be similar to a carton or box without a lid,so that an operator can easily reach into the tote to retrieve an itemat the picking station. Although the present system is described asusing totes, it should be understood that any of a variety of storagemechanisms can be used, such as pallets or similar platforms.

The storage locations 100 can be any of a variety of configurations. Forinstance, the simplest configuration is a shelf for supporting the itemsor the container holding the items. Similarly, the storage locations 100may include one or more brackets that cooperate with the storagemechanism to support the storage mechanism in the storage location. Forexample, in the present instance, the storage locations include bracketssimilar to shelf brackets for supporting one of the totes.

Referring to FIG. 1, at least one output station 310, referred to as apick station, is disposed adjacent the storage locations. The cars 200retrieve totes 15 from the storage locations 100 and deliver the totesto the pick station 310 where an operator can retrieve one or more itemsfrom the totes. After the operator retrieves the items, the car 200advances the tote 15 away from the picking station 310 and returns toone of the storage locations.

As can be seen in FIGS. 1 and 3, the track 110 includes a front track115 and a rear track 120. The front and rear tracks 115, 120 areparallel tracks that cooperate to guide the cars around the track. Asshown in FIG. 11, each of the cars includes four wheels 220: two forwardwheel and two rearward wheels. The forward wheels 220 ride in the fronttrack, while the rearward wheel ride in the rear track. It should beunderstood that in the discussion of the track the front and rear tracks115, 120 are similarly configured opposing tracks that support theforward and rearward wheels 220 of the cars. Accordingly, a descriptionof a portion of either the front or rear track also applies to theopposing front or rear track.

Referring to FIG. 10, the details of the track will be described ingreater detail, however, as noted above, it should be appreciated thatthe illustrated track is merely an exemplary track that can be used withthe system. The precise configuration may vary according to theapplication and as noted above, the system may not include the track.

The track 110 may an outer wall 152 and an inner wall 154 that is spacedapart from the outer wall and parallel to the outer wall. The track alsomay have a back wall 160 extending between the inner and outer walls. Ascan be seen in FIG. 10, the outer and inner walls 152, 154 and the backwall form a channel. The wheels 220 of the car ride in this channel.

Referring to FIGS. 9-10, the track may include both a drive surface 156and a guide surface 158. The drive surface positively engages the carsto enable the car to travel along the track. The guide surface 158guides the car, maintaining the car in operative engagement with thedrive surface 156. In the present instance, the drive surface is formedof a series of teeth, forming a rack that engages the wheels of the carsas described further below. The guide surface 158 is a generally flatsurface adjacent the rack 156. The rack 156 extends approximatelyhalfway across the track and the guide surface 158 extends across theother half of the track. As shown in FIGS. 9 and 10, the rack 156 may beformed on the inner wall 154 of the track. The opposing outer wall 152may be a generally flat surface parallel to the guide surface 158 of theinner wall.

As described above, the track 110 may include a plurality of verticallegs extending between the horizontal upper and lower rails 135, 140. Anintersection 170 may be formed at each section of the track at which oneof the vertical legs intersects one of the horizontal legs. Eachintersection may include an inner branch 172 that is curved and an outerbranch 176 that is generally straight. The intersections of the verticallegs with the lower rail incorporate similar intersections, except theintersections are reversed.

Each intersection 170 may include a pivotable gate 180 that may have asmooth curved inner race and a flat outer race that has teeth thatcorrespond to the teeth of the drive surface 156 for the track. The gate180 may pivot between a first position and a second position. In thefirst position, the gate 180 is closed so that the straight outer race184 of the gate is aligned with the straight outer branch 176 of theintersection. In the second position, the gate is open so that thecurved inner race 182 of the gate is aligned with the curved branch 172of the intersection.

Accordingly, in the closed position, the gate is pivoted downwardly sothat the outer race 184 of the gate aligns with the drive surface 156.In this position, the gate blocks the car from turning down the curvedportion, so that the car continues straight through the intersection. Incontrast, as illustrated n FIG. 9, when the gate is pivoted into theopen position, the gate blocks the car from going straight through theintersection. Instead, the curved inner race 182 of the gate aligns withthe curved surface of the inner branch 172 and the car turns through theintersection. In other words, when the gate is closed, a car goesstraight through the intersection along either the upper rail 130 or thelower rail, depending on the location of the intersection. When the gateis opened, the gate directs the car from either a vertical rail to ahorizontal rail or from a horizontal rail to a vertical rail, dependingon the location of the intersection.

In the foregoing description, the gates allow one of the cars to eithercontinue in the same direction (e.g. horizontally) or turn in onedirection (e.g. vertically). However, in some applications, the systemmay include more than two horizontal rails that intersect the verticalcolumns. In such a configuration, it may be desirable to include adifferent rail that allows the cars to turn in more than one direction.For instance, if a car is traveling down a column, the gate may allowthe car to turn either left or right down a horizontal rail, or travelstraight through along the vertical column. Additionally, in someinstances, the cars may travel upwardly

The gates 180 may be controlled by signals received from the centralcontroller 450. Specifically, each gate may be connected with anactuator that displaces the gate from the opened position to the closedposition and back. There may be any of a variety of controllableelements operable to displace the gate. For instance, the actuator maybe a solenoid having a linearly displaceable piston.

Alternatively, the gates 180 may be controlled by an actuator on thecars 200. For instance, the gates may include a passive actuator thatresponds to an actuator on the cars. If the actuator on the car engagesthe gate actuator then the gate may move from a first position to asecond position.

In the foregoing description, the system 10 is described as a pluralityof storage areas 100. However, it should be understood that the systemmay include a variety of types of destinations, not simply storagelocations. For instance, in certain applications, the destination may bean output device that conveys items to other locations. According to oneexample of an output device, the system may include one or more outputconveyors that convey items away from the storage locations and toward adifferent material handling or processing system. For instance, anoutput conveyor may convey items to a processing center. Therefore, ifan item is to be delivered to processing center, the car will travelalong the track to the output conveyor. Once the car reaches the outputconveyor, the car will stop and transfer the item onto the outputconveyor. Further, it should be understood that the system may beconfigured to include a plurality of output devices, such as outputconveyors.

In some embodiments, the system may include a plurality of outputconveyors in addition to the storage locations. In other embodiments,the system may only include a plurality of output devices, such asconveyors, and the system is configured to sort the items to the variousoutput devices.

Delivery Vehicles

Referring now to FIG. 11, the details of the delivery vehicles 200 willbe described in greater detail. Each delivery vehicle is asemi-autonomous car that may have an onboard drive system, including anonboard power supply. Each car may also include a mechanism for loadingand unloading items for delivery. Optionally, each car also includes agate actuator 230 for selectively actuating the gates 180 to allow thevehicle to selectively change direction.

The car 200 may incorporate any of a variety of mechanisms for loadingan item onto the car and discharging the item from the car into one ofthe bins. Additionally, the loading/unloading mechanism 210 may bespecifically tailored for a particular application. In the presentinstance, the loading/unloading mechanism 210 may comprise adisplaceable element configured to engage an item stored at a storagelocation 190 and pull the item onto the car. More specifically, in thepresent instance, the car includes a displaceable element configured tomove toward a tote 15 in a storage location 100. After the displaceableelement engages the tote 15, the displaceable element is displaced awayfrom the storage location 100, thereby pulling the tote onto the car200.

Referring to FIG. 11, in the present instance, the loading/unloadingmechanism 210 may comprise a displaceable rod or bar. The bar may extendacross the width of the car 200 and both ends may be connected withdrive chains that extend along the sides of the car. A motor may drivethe chains to selectively move the chain toward or away from storagelocations. For example, as the car approaches a storage location toretrieve a tote 15, the chain may drive the rod toward the storagelocation so that the bar engages a groove or notch in the bottom of thetote. The chain then reverses so that the bar moves away from thestorage location 100. Since the bar is engaged in the notch in the tote,as the bar moves away from the storage location, the bar pulls the toteonto the car. In this way, the loading/unloading mechanism 210 may beoperable to retrieve items from a storage location. Similarly, to storean item in a storage location 100, the chain of the loading/unloadingmechanism 210 drives the bar toward the storage location until the itemis in the storage location. The car then moves downwardly to disengagethe bar from the tote 15, thereby releasing the tote.

Additionally, since the system 10 includes an array of storage locations100 adjacent the front side of the track 110 and a similar array ofstorage locations adjacent the rear side of the track, theloading/unloading mechanism 210 is operable to retrieve and store itemsin the forward array and the rearward array. Specifically, as shown inFIG. 11, the loading/unloading mechanism 210 includes two bars spacedapart from one another. One bar is operable to engage totes in theforward array, while the second bar is operable to engage totes in therearward array of storage locations.

The car 200 may include four wheels 220 that are used to transport thecar along the track 110. The wheels 220 may be mounted onto two parallelspaced apart axles 215, so that two or the wheels are disposed along theforward edge of the car and two of the wheels are disposed along therearward edge of the car.

The car may include an onboard motor for driving the wheels 220. Morespecifically, the drive motor may be operatively connected with theaxles to rotate the axles 215, which in turn rotates the gears 222 ofthe wheels. The drive system for the car may be configured tosynchronously drive the car along the track. In the present instance,the drive system is configured so that each gear is driven in asynchronous manner.

The drive motor may include a sensor that is operable to detect therotation of the motor to thereby determine the distance the car hastraveled. Since the gears are rigidly connected with the axles, whichare in turn synchronously connected with the drive motor, the forwarddistance that the car moves corresponds can be exactly controlled tocorrelate to the distance that the drive motor is displaced.Accordingly, the distance that a car has traveled along the determinedpath depends on the distance through which the car motor is rotated. Todetect the rotation of the drive motor the motor may include a sensorfor detecting the amount of rotation of the drive motor.

The car 200 may be powered by an external power supply, such as acontact along the rail that provides the electric power needed to drivethe car. However, in the present instance, the car includes an onboardpower source that provides the requisite power for both the drive motorand the motor that drives the load/unload mechanism 210. Additionally,in the present instance, the power supply is rechargeable. Although thepower supply may include a power source, such as a rechargeable battery,in the present instance, the power supply is made up of one or moreultracapacitors. The ultracapacitors can accept very high amperage torecharge the ultracapacitors. By using a high current, theultracapacitors can be recharged in a very short time, such as a fewseconds or less.

The car includes one or more contacts for recharging the power source.In the present instance, the car includes a plurality of brushes, suchas copper brushes that are spring-loaded so that the brushes are biasedoutwardly. The brushes cooperate with a charging rail to recharge thepower source.

Each car may include a load sensor for detecting that an item is loadedonto the car. The sensor(s) ensure that the item is properly positionedon the car. For instance, the load sensor may include a force detectordetecting a weight change or an infrared sensor detecting the presenceof an item.

As discussed further below, the car further includes a processor forcontrolling the operation of the car in response to signals receivedfrom the central processor 450. Additionally, the car includes awireless transceiver so that the car can continuously communicate withthe central processor as it travels along the track. Alternatively, insome applications, it may be desirable to incorporate a plurality ofsensors or indicators positioned along the track. The car may include areader for sensing the sensor signals and/or the indicators, as well asa central processor for controlling the operation of the vehicle inresponse to the sensors or indicators.

Pick Station

As described previously, the system 10 is configured so that the cars200 retrieve items from the storage locations 100 and transport theitems to the pick station 310. Referring now to FIGS. 1, 3, 8 and 12,the pick station 310 will be described in greater detail.

In one mode of operation, the system 10 is used to retrieve items neededto fill an order. The order may be an internal order, such as partsneeded in a manufacturing process in a different department, or theorder may be a customer order that is to be filled and shipped to thecustomer. Either way, the system automatically retrieves the items fromthe storage areas and delivers the items to the picking station so thatan operator can pick the required number of an item from a tote. Afterthe item is picked from a tote, the car advances so that the next itemrequired for the order is advanced. The system continues in this mannerso that the operator can pick all of the items needed for an order.

In the present instance, the pick station 310 is positioned at one endof the array of storage locations. However, it may be desirable toincorporate multiple pick stations positioned along the track 110. Forinstance, a second pick station can be positioned along the opposite endof the array of storage locations. Alternatively, multiple pick stationscan be provided at one end.

In the present instance, the pick station 310 is configured so that thecar travels upwardly to present the contents to the operator so that theoperator can more easily retrieve items from the tote 15. Referring toFIG. 1, at the picking station the track includes a curved section 315that bends upwardly and away from the operator. In this way, the carmoves upwardly and then stops at a height that facilitates the operatorremoving items from the tote. After the operator removes items from thetote, the car moves laterally away from the operator and the verticallyto the upper horizontal rail 135.

The system can be configured so that the cars tilt at the pick station310 thereby making it easier for the operator to retrieve items from thetote. For instance, as the car approaches the pick station, thecontroller 450 may control the car so that the rearward set of wheelscontinue to drive after the forward set of wheel stop. This raises therearward edge of the car (from the perspective of the operator). Afterthe operator picks the items from the tote, the forward set of wheels(relative to the operator) drive first, thereby level off the car. Onceleveled, the four wheels drive synchronously.

Although the cars may be tilted by controlling operation of the cars, ifthe wheels of the cars positively engage drive elements in the track,such as the toothed wheels 220 that mesh with teeth in the track asdescribed above, the wheels 220 may bind if the rear wheels are drivenat a different rate than the forward wheels. Accordingly, the tracksystem may be modified so that the track moves to tilt the tote towardthe operator.

Referring to FIGS. 8 and 12, the details of the track system in thepicking station 310 will be described in greater detail. At the end ofthe columns of storage locations, the track curves outwardly away fromthe vertical columns of the system to form the curved track 315 of thepick station 310. The track sections of the pick station includeparallel forward track sections 318 a, 318 b that support and guide theforward axle 215 of the cars 200 and parallel rearward track sections320 a, b that support and guide the rear axle 215 of the cars. Theforward track sections 318 a, b extend vertically upwardly and thencurve back toward the vertical columns of storage locations. Therearward track sections 320 a, b are substantially parallel to theforward track sections 318 a, b and curve substantially similarly to theforward track sections 318 a, b. In this way, the forward and rearwardtrack sections guide the cars so that the cars can maintain asubstantially horizontal orientation as the cars are driven along thecurved track 315.

In the present instance, the rearward track sections 320 a, b areconfigured so that the rearward axle of the car 200 can be lifted whilethe car is stopped at the pick station 310. By lifting the rearward axleof the car 200, the tote on the car is tilted to present the contents ofthe tote to the operator to facilitate the picking process.

Configured as described above, the track in the pick station 310 isoperable tilt a car 200 in the pick station as follows. When the carenters the pick station, the car is driven partway up the vertical tracksections 318 a, b and 320 a, b. When the car reaches a predeterminedvertical position along 318 a, b and 320 a, b, the controller controlsthe car so that the car stops at a predetermined height in the pickingstation. When the car stops in the pick station 310, the car is in agenerally or substantially horizontal orientation. In the presentinstance, the car is displaced vertically upwardly until the rear wheels220 of the car 200 engage the lower section of the moveable track 324and the car is stopped so that the car wheels 220 are engaged with thelower section of the moveable track. Once the car is stopped in the pickstation, displacing the moveable track upwardly displaces the rearwheels of the car upwardly, thereby lifting the rearward edge of thetote on the car upwardly. In this way, the tote is tilted relative tothe horizon to present the contents of the tote to the operator at thepick station so that the operator can more easily remove items from thetote. Once the operator provides a signal to the system indicating thatthe appropriate items were removed from the tote, the system controlsthe track to lower the car into a substantially horizontal position.

The pick station 310 may include a plurality of items to improve theefficiency of the pick station. For instance, the pick station mayinclude a monitor to display information to aid the operator. As the carapproaches the pick station, the system 10 may display information suchas how many items need to be picked from the tote for the order.Additionally, since the operator may pick items for multiple orders, thesystem may display which order(s) the item is to be picked for, inaddition to how many of the item are to be picked for each order. Thesystem may also display information such as how many items should beremaining in the tote after the operator picks the appropriate number ofitems from the tote.

The system may also include a sensor for sensing that an item has beenremoved from a tote so that the car can automatically advance away fromthe pick station after the operator picks the items. Similarly, thesystem may include a manually actuable item, such as a button, that theoperator actuates after picking the appropriate number of items from atote. After the operator actuates the button, the system advances thetote away from the picking station.

In the foregoing description, the system is discussed as being used toretrieve a discrete number of items to be used to fill an order. Theoperator picks the items from one or more totes as the totes arepresented to the operator and the operator agglomerates the items, suchas by placing the items into a container for shipping. Alternatively,rather than agglomerating a plurality of items, the system mayincorporate one or more buffer conveyors that convey items away from thesystem. The operator places the picked items onto the buffer conveyor inthe appropriate order and the conveyor(s) convey the items away from thesystem.

Over-Height Detection

As noted above, the system includes a plurality of destinations 100 forreceiving items. The destinations 100 may have pre-determinedcharacteristics, such as height, width and depth. The characteristicsneed not be the same for each destination. However, in the presentinstance, the characteristics are known for each destination. Forexample, the height of a destination may be known. Therefore, if an itemis to be delivered to the location and the height of the item extendsabove the height of the destination, the vehicle may have troubledelivering the item into the destination or the item may be impact anedge or wall of the destination, thereby damaging either the overhangingitem or part of the system. For example, the system may store items intotes or containers and the destinations may be configured toaccommodate the totes. The overall storage density of the system isincreased by minimizing the difference between the size of thedestinations and the size of the totes. Accordingly, there may be aminimal gap between the sides of the destination and the sides of thetote. Therefore, it is desirable to ensure that items in the tote do notextend outside of the tote.

In light of the foregoing, the system may include a detection assembly500 for detecting items that extend beyond a pre-defined boundaryrelative to the vehicles 200. The detection assembly 500 may be placedat any of a variety of locations along the path of the vehicles 200. Inthe present instance, the detection assembly 500 is positioned at thepicking station 310 to monitor items that may extend beyond a boundarywhile the vehicle is at the picking station. In the followingdiscussion, the detection assembly 500 is described as detecting itemsthat extend beyond a predefined height above the vehicle 200. However,it should be understood that they system may be configured to detectitems that extend beyond a boundary relative to any side of the vehicle(i.e. right side, left side, front side, back side). Accordingly, thefollowing discussion is not intended to limit the detection to detectingover-height items.

As described previously, the system includes a front track 115 and arear track 120 spaced apart with an aisle in between the two tracks. Thevehicles 200 travel along the tracks in the aisle. The picking station310 may be disposed at the end of the aisle as shown in FIG. 3. In suchan arrangement, the detection assembly 500 may be positioned in theaisle and directed toward the path that the vehicles travel. Inparticular, the detection assembly 500 may overhang the picking stationbetween the front track 115 and the rear track 120.

In some embodiments, the detection assembly 500 may be fixed at apre-determined height above the picking station 310. In suchembodiments, the vehicles 200 may stop at a generally consistentlocation at the picking station so that the distance from the detectionassembly 500 to the vehicle is generally constant when the vehicle isstopped at the picking station. The detection assembly 500 detectswhether the distance from the detection assembly to any item on thevehicle is less than a pre-determined threshold. If the detectionassembly detects that the distance is less than the threshold, thesystem declares an over-height error. In response to the over-heighterror, the system may provide a signal (either visual or audible orboth) to the operator. The operator may then manipulate one or moreitems on the vehicle to eliminate the over-height error.

In alternate embodiments, the vehicles 200 may stop at differentlocations relative to the picking station 310 such that the position ofa sensor of detection assembly 500 may not serve a reliable basis fromwhich to determine an over-height error. For example, the vehicles 200may stop at a variety of locations (and, therefore, distances andangular orientations) relative to the position of the detection assembly500. A detector of detection assembly 500 may, in some embodiments,acquire relative distance data from which a determination can be made asto whether and/or the extent to which an item surface portion extendsbeyond a reference plane. In some embodiments, the reference plane maybe coplanar with the item supporting surface of the vehicles 200 and, inother embodiments, the reference plane may be offset from the itemsupporting surface by a selectable or predetermined distance.

The detection assembly 500 includes a detector 510 mounted on a mountingarm 530. The mounting arm 530 may be a fixed arm, however, in thepresent instance the mounting arm is an articulating arm having a firstarm 532 and a second arm 534. A first end of the first arm 532 ispivotably connected to a wall of the system 10 adjacent the pickingstation. The first arm 532 pivots about a vertical axis so that the armcan be pivoted into the aisle between the front track and the rear track120. Additionally, the pivot axis of the first arm may be positionedoutside of the aisle between the front track 115 and the rear track 120so that the first arm can be pivoted away from the aisle. A first end ofthe second arm 534 is pivotably connected to a second end of the firstarm 532 so that the second arm can pivot horizontally relative to thefirst arm. Alternatively, the second arm may be pivotable verticallyrelative to the first arm. The detector 510 is mounted to a second endof the second arm 534. The detector 510 may be rigidly connected to thesecond arm, however, in the present instance, the detector is pivotableconnected to the second arm. By pivoting the detector 510, the angle ofthe detector relative to the vehicles can be adjusted. Similarly, auniversal connection may be provided so that the angle of the detector510 relative to the vehicles 200 may be adjusted relative to two or moreaxes. For instance, the detector 510 may be connected to the second armvia a universal connection or the first or second arms may include auniversal connection.

The detector 510 may be any of a variety of detection elements designedto sense the distance between the detector and an object, referred to asrange-finding or 3D surface measuring techniques. For example, in a timeof flight system, modulated light (e.g., infrared light) is projected byan emitting source onto objects whose position is to be measured. Adetector implementing a time of flight operation includes hardware thatis sensitive to the reflected, modulated light. The phase shift betweenthe projected and reflected light is measured and converted into adistance estimate. The theory of operation is described in greaterdetail in a white paper which can be obtained from Texas Instruments athttp://www.ti.com.cn/cn/lit/wp/sloa190b/sloa190b.pdf, and a moredetailed description thereof has therefore been omitted as beingunnecessary for an understanding of the present disclosure. In analternate 3D scanning technique known as “triangulation, the distanceand angles between imagers and the projected light source (e.g., laseror light emitting diode) creates a base of a triangle. The angle of theprojected light returning to the imager from the surface completes atriangle where a 3D coordinate can be calculated. By applying thisprinciple of solving triangles repetitively, a 3D representation of anobject is created.

A structured light 3D sensing device operates according to yet anothertheory of operation. A device projects a pattern (or series of patterns)of light onto 3D object(s) to be measured. One or more cameras arepositioned at known distance and angle from the projector. The cameraand associated hardware and software use the deformation of the lightpattern (and known distances/angles) to calculate a set of 3D surfacepoints. Finally, in a stereo vision system, two or more cameras arepositioned at known distances and angles from each other. The disparitybetween the images (of the same scene/object) taken from differentcameras is used by the hardware and software to calculate a set of 3Dpoints.

As discussed further below, some embodiments consistent with the presentdisclosure are based on projected light. However, it should beunderstood that the system may incorporate other range findingtechniques, such as emitting ultrasonic waves or microwaves. Forexample, if the system incorporates an ultrasound detection technique,the transmitter may transmit ultrasonic pulses. If an object is in thepath of the ultrasonic pulse, part or all of the pulse will be reflectedback and will be detected by the detector. By measuring the differencebetween the time the pulse was emitted and the time the reflected pulsewas detected, the distance to the object in the path can be determined.

Referring to FIG. 13, the detector 510 includes an emitter 512 and asensor 514. The emitter 512 may be a light source that projects a lightpattern, such as a structured light pattern. The sensor 514 may be animaging element, such as a CMOS or other imaging element. The sensor 514detects the projected light pattern to acquire image data. The processoranalyzes the image data to detect differences between the projectedlight pattern and the detected light pattern. The analysis may beperformed on a pixel by pixel basis to evaluate the depth measurementfor each pixel. The detector 510 may also include a second detector 518in the form of a camera or video element. For instance, the secondcamera may be configured as a gray scale or RGB CMOS photosensor array.

Alternatively, the emitter 512 may emit a single light pulse and thesensor 514 may be an image sensor that detects the reflected lightpulse. The processor processes the image data for each pixel to evaluatethe time between when the light pulse was emitted and the reflectedlight pulse was detected at each pixel. In this way, the processoranalyzes the image data on a pixel by pixel basis to evaluate the depthmeasurement for each pixel.

As can be seen from the foregoing, the emitter 512 and 514 may use anyof a variety of range finding techniques to acquire data indicative ofthe distance between the emitter and objects on the vehicles. Using thedata, the system can determine whether objects extend beyond a height orwidth threshold relative to the vehicle. In particular, the system candetermine whether objects extend above a height threshold above thevehicle.

In one embodiment, the detector 510 can detect the height that objectsextend above the vehicles as follows. The system tracks the position ofeach vehicle 200 as each vehicle travels along any of a variety ofpaths. Since the position of each vehicle at a particular time is known,the distance from the detector to an adjacent vehicle is known.Accordingly, the controller may control the detector 510 to acquiredepth data at a particular time correlating to a known position of thevehicle relative to the detector. For instance, at a particular time,the position of the vehicle may be a pre-determined distance (e.g. 36inches or 1 meter) from the detector 510. When the vehicle is at thepre-determined distance, the detector 510 scans the vehicle to determinedepth data for items scanned by the detector. If any item has a depththat extends from the vehicle more than a pre-determined threshold, thenthe system flags the vehicle and controls it accordingly. For instance,the system may control the vehicle by directing it toward a particularlocation so that the item can be removed or re-loaded onto the vehicleso that the item does not extend to high above the vehicle.Alternatively, the system may stop the vehicle so that the vehicle doesnot progress along its path until the over-height item is corrected byremoving or re-loading the item.

Referring to FIG. 2, in the present instance, the detector 510 ispositioned adjacent the picking station 310 so that the detector scansthe vehicle 200 at the picking station. Specifically, the detector 510is mounted so that the emitter 512 projects a light pattern 520 onto thevehicle 200. The sensor 514 detects the light pattern reflected from thevehicle and its contents to acquire image data indicative of thedistance between the sensor and the vehicle and item on the vehicle. Inparticular, the system includes an image processor in the form of amicroprocessor that processes the image data from the over-heightdetector 510 to determine the presence of items that extend verticallyabove a plane relative to the vehicle. For instance, the system mayanalyze the image data to detect objects that extend above a plane thatis parallel to and spaced above the top of the vehicle.

In one example, the system may process the data from the detector todetect items that project above a plane that is pre-determined heightabove the top of the vehicle. The pre-determined height is variabledepending on the configuration of various characteristics of the system,such as the height of each storage location. For example, thepre-determined height may be approximately 12 inches.

Referring to FIG. 5, the system 10 may be configured to detect referenceelements on the vehicle to determine the plane of the top of thevehicle. As noted before, the detector 510 may be at a fixed positionrelative to the picking station and the system may control the movementof the vehicle so that the location and orientation of the top of thevehicle may be known. This data may be used to determine whether itemsproject above a pre-determined height relative to the vehicle.Alternatively, the vehicle may include a plurality of reference markers240. The reference markers 240 are configured to be identifiable by thesystem based on one or more physical characteristics of the referencemarkers. For instance, the height, width, length and/or location of thereference markers 240 may readily distinguish the markers from otherfeatures of the vehicle 200 and items on the vehicle. Similarly, theoverheight detector 510 may include a color or gray scale imagingelement and system may process the image data to identify the referencepoints based on the color or shape of the reference markers.Alternatively, the reference markers may be elements of the vehicle 200or the container on the vehicle that are identifiable by analyzing thedepth data or by analyzing 2D optical image data. For example, thecontainers on the vehicles may be standardized and the upper rim of thecontainer may be distinguishable from surrounding items so that thesystem can detect three points on the rim of the container, which wouldidentify a plane that is parallel to the upper surface of the vehicle.

In the present instance, each vehicle may include three referencemarkers 240. The reference markers 240 are spaced apart from one anotherat or adjacent the top plane of the vehicle. By processing the depthdata from the detector to identify the three reference markers 240 thesystem identifies three known reference points. These three referencepoints define a reference plane (i.e. the reference plane is defined asthe plane that includes all three reference points). The system can thenprocess the depth data from the detector to identify any data pointsthat are located above a certain height above the reference plane.Alternatively, a plane parallel to the reference plane may be defined,which is parallel to or spaced above the reference plane by apredetermined distance. The pre-determined distance would correspond tothe maximum height that an item may extend above the reference plane.Any depth data that is above this parallel plane would represent anover-height item that should be re-positioned or re-oriented on thevehicle so that the item is below the desired height threshold.

As shown in FIGS. 3 & 8 and discussed previously, the vehicle 200 may betilted at the picking station so the forward edge 202 of the vehicle isbelow the rearward edge 204 of the vehicle. Specifically, the verticalposition of the forward edge 202 is lower than the vertical position ofthe rearward edge. In this way, the vehicle 200 tilts forwardly so thatthe contents in the container on the vehicle may be presented to theoperator at the picking station 310. When the vehicle 200 is tilted atthe picking station the upper surface of the vehicle is oriented at anangle relative to the horizon. Therefore, it is desirable to perform theover-height analysis relative to the angle of the vehicle rather thanrelative to the horizon. For this reason, as described above, the systemmay identify a plane that is substantially parallel to the top surfaceof the vehicle. The over-height analysis is then performed to identifyitems that project over a height that is a pre-determined height abovethe reference plane. Since the reference plane may be at an angle to thehorizon, the pre-determined height is measured in a direction that isnormal to the reference plane.

Configured as described above, the system 10 may use data from theover-height detector to control the operation of the vehicles 200 asfollows. The over-height detection assembly 500 may be mounted along apath that the vehicles follow. The over-height detector 510 obtainsimage data of the vehicle when the vehicle is at a certain positionalong the path. An image processor processes the image data from theover-height detector to determine whether any items on the vehicleextend beyond a predetermined threshold. For instance, the imageprocessor may process the data to determine if an item projects abovethe vehicle higher than a pre-determined acceptable height.

In the present instance, the over-height detector 510 is positioned atthe picking station 310 so that the over-height detector acquires imagedata for a vehicle when the vehicle is stopped at the picking station.In particular, the vehicle is stopped at the picking station so that thevehicle is tilted relative to the horizon so that the contents on thevehicle are presented to the operator. The over-height detector scans orimages the vehicle to obtain a plurality of data points or pixels. Eachpixel is indicative of the distance from the over-height detector 510 tothe vehicle and/or its contents. In this way, the pixels can be used tocreate a 3D rendering of the vehicle and the contents it carries.

The image processor processes the image data to identify known referencepoints on the vehicle or the items the vehicle is carrying. In thepresent instance, the image processor processes the image data toidentify three reference points 240. The image processor may scan theentire image data set to identify the reference points based on variousphysical characteristics of the reference points 240. However, since thevehicles stop at a fairly uniform position at the picking station, thelocation of the reference points for a vehicle are generally located ata fairly uniform position relative to the over-height detector 510.Accordingly, the imaging processor may attempt to identify the referencepoints by using a template to process subsets of the image datacorresponding to certain areas of the image. In this way, the imageprocessor may only need to process the image data points for smallsubsets of the overall image to identify the reference points. If theimage processor is unable to identify the three reference points usingthe data subsets based on the template, the image processor may analyzethe entire image data set in order to identify the reference points.

As described above, the system may identify three points of interestthat define a plane that corresponds to the support surface of thevehicle or is spaced a known distance from the support surface of thevehicle. However, it may be advantageous to identify the points ofinterest using an RGB or gray scale imaging mechanism 518. Specifically,as discussed previously, the overheight detector 510 may include an RGBimaging element such as a CCD or CMOS imaging sensor 518. The referencepoints on the vehicle 200 may be configured to have a particular shape,configuration and/or color. Accordingly, the system may analyze the datacorresponding to the color or gray scale image of the vehicle. The datais analyzed to identify portions having characteristics corresponding tothe known characteristics of the reference points 240. The analysis ofthe image to identify the reference points 240 may be performed in oneof several processes. For instance, although the location of the vehicleat the picking station may vary, the location may be roughly similarenough so that the system can first analyze particular portions of theimage data where the reference points would be expected to appear in theimage. Alternatively, the system may simply process the entire image toidentify portions of the image data having characteristics consistentwith the known characteristics of the reference points.

After identifying the references points 240 in the color or gray scaleimage data, the identified data points are correlated with thecorresponding points in the depth image data. Specifically, the 2D imagedata points are correlated with the 3D or depth image data to identifythe position of the identified reference points. In particular, theimage data of the color or gray scale image can be aligned, registeredor mapped to the depth data. Similarly, the system may fuse the color orgray scale image with the depth image data. In either instance, once thereference points 240 are identified in the RGB or grayscale data, thesystem is able to identify the corresponding depth image data. Once thereference points are identified, the image processor may identify aplane that intersects all three points. This reference plane is thenused to identify whether any items extend above a predetermined heightabove the vehicle. If the image processor determines that an itemextends above the height threshold, the image processor sends a signalto the central controller indicating an over-height error. The system inturn provides a signal to the operator indicating that there is anover-height error. For instance, the system may signal an audible and/orvisual alarm to the operator. Additionally or alternatively, the systemmay provide a visual warning on the display screen at the pickingstation. The visual warning may also show the operator which item on thevehicle has caused the over-height error.

In addition to providing an alarm or warning to the operator, the systemmay control the operator of the vehicle in response to an over-heighterror. For example, in response to receiving an over-height error signalfrom the image processor, the central controller 450 may control thevehicle at the picking station by maintaining the vehicle at the pickingstation until the over-height error is rectified. In particular, asdescribed above, the system may advance a vehicle at the picking stationwhen the operator pushes a button indicating that the operator hasfinished removing items from and/or inducting items onto the vehicle.However, if an over-height error is detected, the system may ensure thatthe vehicle is not advanced away from the picking station even if theadvance button is pressed by the operator.

It should be appreciated that the over-height detector continues toobtain image data/depth data for a vehicle while the vehicle remains atthe picking station. For instance, the over-height detector may scan thevehicle at a rate of greater than 1 frame per second. In someembodiments, the over-height detector may obtain data at a rate of fromabout 15 to about 60 frames per second, though sensors which acquireimage samples at a rate above 60 frames per second or below 15 framesper second are also consistent with the present disclosure. In anillustrative embodiment, the over-height detector obtains data at a rateof approximately 30 frames per second.

In the foregoing discussion, the overheight detector 510 is described interms of detecting whether an item on a vehicle extends beyond apredetermined dimensional threshold. However, it should be understoodthat the system can be utilized to identify a variety of conditions inwhich an error may occur due to an item on one of the vehicles.Accordingly, it should be understood that the detectors described abovemay be applicable to a variety of applications in which depth image datais processed to determine whether an item on a vehicle should be flaggedas potentially creating an error in processing.

In embodiments consistent with FIGS. 7A-7C, an image sensor, such as theKinect image sensing system commercially available from MicrosoftCorporation of Redmond Wash. and indicated generally at 742, is used todetermine the location of a base plane in three-dimensional space. TheKinect system is operable to acquire 3D images of an object from adistance of about 0.5 m to about 4.5 m using a time of flight theory ofoperation. Optionally, the same imaging system may be operable toacquire color images of the same object.

As shown in FIG. 7A, a base plane designated 740 is within the field ofview of sensor 742, and it is also coplanar with an item supportingsurface 750 of material handling apparatus 10. By way of illustration,the item supporting surface 750 may be the surface of a vehicle 200located at some point along or near the conveying path of materialhandling apparatus 10. In an embodiment, the item supporting surface 750is defined by a vehicle 200 located at or near an article transferstation, such as the picking station 310 described above. Respectivevehicles 200 may stop at correspondingly variable locations relative tosensor 742, such that the distance and angular orientation of base plane740 may vary with respect to the sensor from dimensional inspectionoperation to the next. To account for such variations in relativepositioning, the position and orientation of base plane 740 in freespace is determined prior to each dimensional constraint complianceevaluation. In other words, each time the system scans the vehicle todetermine whether the payload being carried by the vehicle isdimensionally compliant, the system first determines the base plane 740for the vehicle. After determining the base plane, the system thendetermines whether the load is dimensionally compliant.

To derive the location of the base plane by calculation, three or morefiducial markings as, for example, markings 752, 754, and 756 show inFIG. 7A, may be defined on coplanar surfaces of each vehicle of theapparatus. In some embodiments, the fiducial markings may lie in a planewhich is also coplanar with the item supporting surface of thecorresponding vehicle. In other embodiments, the fiducial markings maylie in a parallel plane which is offset (e.g., by a known distance aboveor below the item supporting surface of the corresponding vehicle. In anembodiment, the fiducial markings are attached, affixed or otherwiseapplied to appropriate portions of a vehicle. As noted previously, animage sensor such as the aforementioned Kinect depth sensing camera iscapable of producing both a time of flight 3D image and a color image ofthe same object. Location of the fiducial markings may be simplified bycombining (“fusing”) the color and 3D images.

In the absence of a color image, the position of the base plane may bealternatively determined by analyzing a 3D image to detect the presenceand orientation of three or more three dimensional features (structuralelements), of known geometry, within the image. Such analysis issomewhat higher in complexity, and may not yield the same degree ofaccuracy as can be obtained using fused color and 3D images, but isnonetheless an alternative which may be employed without departing fromthe spirit and scope of the present disclosure.

In embodiments where the apparatus includes one or more belt conveyorsor roller conveyors, and it is desirable to determine the dimensionalcompliance of a group of one or more articles arranged on an itemsupporting surface(s) of the conveyor(s), the three or more fiducialmarkings (or 3D features of known geometry) may be arranged alongopposite sides of the conveyor surface at an elevation co-planar with(or at a known elevation relative to) the item supporting surface of theconveyor. In contrast to systems which require an item to be preciselyarranged on the conveyor path relative to a fixed measuring system (e.g.an array of emitters forming a “light sheet”), embodiments consistentwith the present disclosure may determine compliance with one or moredimensional constraints despite variations in item position. The 3Dimage sensor need only have an unobstructed view of and be close enoughto the item(s) under investigation to yield an image of sufficientresolution (pixel density) as to permit detection of the features to behandled.

Once the location of the base plane has been determined, the position ofa reference plane 760 may be determined. The reference plane 760 mayrepresent a dimensional constraint boundary. In other words, thereference plane 760 may represent a threshold or limit. Therefore, ifthe system detects an item that projects beyond the reference plane thesystem may declare an error or issue a warning to the operator.Similarly, the system may control the operation of the vehicle or otherelements in response to detecting that an item projects past thereference plane 760.

As shown in FIG. 7A, the reference plane 760 is parallel to the baseplane 740 and t separated or spaced apart from the base plane by adistance h. The distance h may correspond to the dimensional constraint.In some embodiments, the dimension h corresponds to a height dimensionand is determined by reference to the height of the top edge of a tote15 (FIG. 3) containing a group of one or more items. A dimensionaltolerance may be added to the dimension h so as to take into account anyvariations in accuracy and/or to take advantage of available clearancebetween the appropriate (e.g. top) edge(s) of a tote or item and, forexample, a storage space for which it may be intended.

Within the reference plane 760, a reduced-area analysis window 770 maybe defined. Limiting the dimensional constraint analysis to window 770excludes areas that may be irrelevant to the investigation. For example,in the case of a tote containing a group of one or more items andsupported by a vehicle at a picking station, pixels corresponding to thesidewalls of the picking station and/or of a human picker standingwithin the boundaries of the base plane are irrelevant and only add tothe complexity of the underlying analysis.

FIG. 7B depicts a method 700 for performing over-height analysis inaccordance with one or more embodiments consistent with the presentdisclosure. The method 700 is entered at start block 702 and proceeds to704. At step 704, using a 3D image and optionally a color sensing sensorsuch as overheight detector 510 or sensor 742, depth images andoptionally color images of a group of one or more items are acquired. Atstep 706 depth images, and optionally the color images, are processed tolocate three or more base points in a 3D point cloud generated from theimages acquired at step 704. From step 706, the method 700 proceeds tostep 708. At step 708, the position of a base plane in 3D space isdetermined by reference to three or more known reference points from theacquired image data. In an embodiment, the reference points comprise therespective centroid of each of three fiducial markings on surfacescoplanar from (or at a known elevation relative to) the surface thatsupports the group of one or more items. In some embodiments, thesurface may be the supporting surface of a vehicle 200 of the materialhandling apparatus 10.

From step 708, the method 700 proceeds to step 710, where the positionof a reference plane 760 is determined based on the position andorientation of the base plane. The same fiducial marks may be used tocompute the boundaries of an array of points (pixel addresses), withinbase plane 740 (FIG. 7A). From such an array, the pixel addressesforming a corresponding array within analysis window 770 can bedetermined in any number of ways. Knowing, for example, the dimensionalconstraint h (inclusive of any applicable offset or tolerance factor aspreviously described), each point (i.e., pixel address) within an arraycorresponding to analysis window 770 can be derived by extending threeor more lines, normal to base plane 760 and of length h, from cornerpoints of the bounded array. With knowledge of the analysis windowboundaries and offset from the base plane, each pixel address within theanalysis window can be derived in a conventional way. The method 700proceeds to step 712.

At step 712, the method 700 initializes a counter n, where n is one of mpixel addresses (points) within a point cloud bounded by analysis window770 (FIG. 7A). The method advances to determination block 716, where adetermination is made as to whether the current point n is closer to thecamera sensor 742 (FIG. 7A) than the reference plane 760. If so, themethod proceeds to step 718 where the row and column position of point nis added to a list of over-height candidate pixel addresses. From step718 (or from step 716 if point n is not closer to the camera than thereference plane), method 700 proceeds to step 719 and determines whetherthe current address specified by pixel address counter n is equal to them-the address of the analysis window. If the address for current point nis not equal to the m-the address, the method returns to step 714 andincrements the counter value of n by 1, and the evaluation is repeatedfor the next pixel address.

If current point n is the mth address, the method proceeds to step 720,where “noise” pixels are filtered out from the list of over-height pixelcandidates. By way of illustrative example, reflections and otherspecular phenomena may lead to local pixel errors which may be ignoredduring analysis. Likewise, a lone over-height pixel candidate, or agrouping of pixel candidates too small or too widely dispersed to beindicative of an item, may be disregarded from an evaluation processconsistent with the present disclosure. Following the removal of suchextraneous pixel candidates at step 720, the method 700 advances to step722. At step 722, the number of remaining over-height pixel candidatesmay be compared to a predetermined threshold. In some embodiments, thethreshold may be selected based on which item(s) make up the group beingevaluated by method 700. If at step 722 it is determined that thethreshold is exceeded, the method 700 advances to step 724. At step 724,an item group state is set to “over-height” and the method proceeds tostep 726 where corrective action is initiated and/or implemented.

A variety of responses to an over-height state are contemplated by thescope of this disclosure. For example, in one embodiment, a visualand/or audible alert may be generated. In response to such an alert, ahuman operator, at a picking station 310 for example, may inspect thegrouping of one or more items being processed and reposition the itemsso as to cure the over-height condition. Following such repositioning atstep 724, method 700 is restarted such that steps 702 to 722 arerepeated. In addition, or alternatively, an alternate storage orretrieval location—specifically dimensioned and arranged to accommodateoversized totes or items up to a higher threshold beyond the dimensionalconstraint(s) applied to “regular” groups of one or more items—may beselected for a different redirection of item(s). In other words, thesystem may control the vehicle by directing the vehicle to an alternatelocation or destination that is configured to receive vehicles that havea load (i.e. tote and/or items) that have one or more dimensions thatexceed a predetermined threshold. Following corrective action at 724,the method proceeds to step 730, where the group of one or more itemsare advanced to a conveying path (e.g. either a default conveying pathsubject to the dimensional constraint(s) or, if selected, an alternateconveying path subject to a relaxed dimensional constraint). From step730, method 700 proceeds to step 732, where a determination is made asto whether there are further groups of one or more items subject todimensional compliance evaluation. If so, the method proceeds to step734, where the next group of one or more items is moved into the fieldof view of the structured light 3D camera sensor, and thereafter themethod is repeated starting at 704. If not, the method proceeds to step736 and terminates.

FIG. 7C depicts the image generated by height detection analysis of adelivery vehicle 200 at the picking station illustrated in FIG. 2,according to the method 700 of FIG. 7B.

In the previous description, the detector assembly 500 is described asproviding a system for determining whether items extend away from thevehicle beyond a threshold. Additionally or alternatively, the detectorassembly 500 may operate to detect whether an item extends into a pathof a vehicle which could cause the vehicle to collide with the item. Forinstance, the detector assembly 500 may detect whether an operator is inthe path of a vehicle. If the detector assembly detects the operator inthe path of a vehicle, the system may stop the vehicle to ensure thatthe vehicle does not collide with the operator to avoid injuring theoperator. In this way, the detection assembly can operate as a safetymechanism to prevent collisions.

One exemplary application of the detection assembly as a safetymechanism would be a configuration in which the detection assembly 500is mounted adjacent the picking station 310 as illustrated in FIGS. 2-3.In such a configuration, the detection assembly can operate as both anover-height detector and as a safety mechanism. Specifically, when thedetection assembly 500 scans the picking station to acquire depth data,the detection detects any over-height items, as described above. At thesame time, if an operator has a hand in a tote on the vehicle, theoperator's hand will likely extend above the height threshold forover-height items. Therefore, even if the items on the vehicle may be ofproper height, the operator's hand will appear as an over-height item,triggering an over-height error. Therefore, the vehicle will not advanceuntil the operator removes his or her hand from the tote and out of thepath of the vehicle. Similarly, if the operator were to lean over intothe path of the vehicle, the portion of the operator in the path of thevehicle will trigger an error that will prevent the vehicle fromadvancing until the operator is out of the path of the vehicle.

After the operator removes the appropriate item(s) from one of the cars,the car moves away from the pick station 310 if no over-height error isdeclared. As the car moves away from the pick station, the system maydetermine the storage location 190 where the item the car is currentlycarrying is to be returned, as well as the next item that the car is toretrieve.

Once the central controller 450 determines the appropriate storagelocation 100 for the item, the route for the car may be determined.Specifically, the central controller may determine the route for the carand communicates information to the car regarding the storage locationinto which the item is to be delivered. The central controller thencontrols the operation of the car to direct the car to the storagelocation into which the item is to be delivered. Once the car reachesthe appropriate storage location, the car stops at the storage location100 and the tote is displaced into the appropriate storage location.

One of the advantages of the system as described above is that theorientation of the cars does not substantially change as the cars movefrom travelling horizontally (along the upper or lower rails) tovertically (down one of the columns). Specifically, when a car istravelling horizontally, the two front geared wheels 220 cooperate withthe upper or lower horizontal rail 135 or 140 of the front track 115,and the two rear geared wheels 220 cooperate with the correspondingupper or lower rail 135 or 140 of the rear track 120. As the car passesthrough a gate and then into a column, the two front geared wheelsengage a pair of vertical legs 130 in the front track 115, and the tworear geared wheels engage the corresponding vertical legs in the reartrack 120. It should be noted that when it is stated that theorientation of the cars relative to the horizon do not change, thisrefers to the travel of the vehicles around the track. Even though thecars may tilt relative to the horizon at the picking station, the carsare still considered to remain in a generally constant orientationrelative to the horizon as the cars travel along the track 110.

As the car travels from the horizontal rails to the vertical columns orfrom vertical to horizontal, the tracks allow all four geared wheels tobe positioned at the same height. In this way, as the car travels alongthe track it does not skew or tilt as it changes between movinghorizontally and vertically. Additionally, it may be desirable toconfigure the cars with a single axle. In such a configuration, the carwould be oriented generally vertically as opposed to the generallyhorizontal orientation of the cars described above. In the single axleconfiguration, the weight of the cars would maintain the orientation ofthe cars. However, when using a single axle car, the orientation of thestorage locations would be re-configured to accommodate the verticalorientation of the cars.

In the foregoing discussion, the delivery of items was described inrelation to an array of storage locations disposed on the front of thesorting station. However, the number of storage locations in the systemcan be doubled by attaching a rear array of storage locations on theback side of the sorting station. In this way, the cars can deliveritems to storage locations on the front side of the sorting station bytraveling to the storage location and then driving the loading/unloadingmechanism 210 to unload the item into the front storage location.Alternatively, the cars can deliver items to storage locations on therear side of the sorting station by traveling to the storage locationand then driving the loading/unloading mechanism 210 rearwardly tounload the item into the rear storage location.

It will be recognized by those skilled in the art that changes ormodifications may be made to the above-described embodiments withoutdeparting from the broad inventive concepts of the invention. Forinstance, in the above description, the system uses a wirelesscommunication between the cars and the central controller. In analternative embodiment, a communication line may be installed on thetrack and the cars may communicate with the central controller over ahard wired communication link.

It should therefore be understood that this invention is not limited tothe particular embodiments described herein, but is intended to includeall changes and modifications that are within the scope and spirit ofthe invention as set forth in the claims.

1-23. (canceled)
 24. A material handling system, comprising: a pluralityof destination areas; a plurality of vehicles for delivering items tothe destination areas or retrieving items from the destination areas,wherein the vehicles travel a path; means for controlling movement ofthe plurality of vehicles; means for detecting whether an item on one ofthe vehicles extends beyond a pre-determined dimensional thresholdrelative to the vehicle, wherein the means for detecting is positionedadjacent the path on which the vehicles travel and the means fordetecting is operable to obtain a plurality of depth data points,wherein each depth data point is indicative of the distance from themeans for detecting to the vehicle and/or its contents wherein the depthdata points can be used to create a three-dimensional rendering of atarget area that may include the vehicle and the contents that itcarries; wherein the means for controlling controls operation of thevehicle in response to the means for detecting determining that an itemprojects beyond the dimensional threshold.
 25. The system of claim 24wherein in response to the means for detecting determining that an itemprojects beyond the dimensional threshold, the means for controllingstops the vehicle from advancing until the item no longer projects abovethe dimensional threshold.
 26. The system of claim 24 wherein the meansfor detecting comprises a structured-light 3D scanner and wherein themeans for detecting comprises an emitter operable to project a lightpattern and an imaging element spaced apart from the emitter, whereinthe imaging element is operable to detect the light pattern emitted ontothe target area.
 27. The system of claim 24 wherein the means fordetecting identifies three reference points that identify a planegenerally parallel with an upper surface of the vehicle.
 28. The systemof claim 27 wherein the plane is at an angle to the horizon.
 29. Thesystem of claim 26 wherein the means for detecting is configured to usethe identified plane to identify depth data representative of items thatextend above the pre-determined height.
 30. The system of claim 24wherein the means for detecting is positioned so that the vehicles passby the means for detecting as the vehicles travel along the path.
 31. Amaterial handling system, comprising: a plurality of destination areas;a plurality of vehicles for delivering items to the destination areas orretrieving items from the destination areas, wherein the vehicles travela path; means for controlling movement of the plurality of vehicles;means for detecting whether an item on one of the vehicles extendsbeyond a pre-determined dimensional threshold relative to the vehicle,wherein the means for detecting is positioned adjacent the path on whichthe vehicles travel and the means for detecting is operable to obtain aplurality of depth data points, wherein each depth data point isindicative of the distance from the means for detecting to the vehicleand/or its contents wherein the depth data points can be used to createa three-dimensional rendering of a target area that may include thevehicle and the contents that it carries; and a track that guides thevehicles, wherein the destination areas are disposed on either side ofthe track and wherein the track comprises a front track and an opposingrear track with an aisle between the front track and the rear track; andwherein the means for controlling controls operation of the vehicle inresponse to the means for detecting determining that an item projectsbeyond the dimensional threshold.
 32. The system of claim 31 wherein apicking station is positioned at the end of the aisle and the means fordetecting is positioned between the front track and the rear track. 33.The system of claim 32 wherein the means for detecting is positionedadjacent the picking station so that the target area is a location inthe picking area where the vehicles are stopped.
 34. A method forhandling materials to store items in a plurality of destination areasand/or retrieve items from the plurality of destination areas, whereinthe method comprises the steps of: controlling movement of a pluralityof vehicles along a path to deliver items to the destination areas orretrieve items from the destination areas; detecting whether an item onone of the vehicles extends beyond a pre-determined dimensionalthreshold relative to the vehicle, wherein the step of detectingcomprises obtaining a plurality of depth data points, wherein each depthdata point is indicative of the distance from the means for detecting tothe vehicle or from the means for detecting to the contents on thevehicle; wherein the step of controlling movement comprises controllingthe vehicles in response to detecting that an item projects beyond thedimensional threshold.
 35. The method of claim 34 comprising the step ofusing the depth data points to create a three-dimensional rendering of atarget area that may include the vehicle and the contents that itcarries.
 36. The method of claim 34 wherein the dimensional threshold isthe height above the vehicle or contents on the vehicle.
 37. The methodof claim 34 wherein in response to detecting that an item projectsbeyond the dimensional threshold, the step of controlling comprisesstopping the vehicle along the path until the item no longer projectsbeyond the dimensional threshold.
 38. The method of claim 34 wherein thestep of detecting comprises identifying three reference points thatidentify a plane generally parallel with an upper surface of thevehicle.
 39. The method of claim 38 wherein the step of detectingcomprises using the identified plane to identify depth datarepresentative of items that extend above the pre-determined height.